1. What are main aims of alignment?

Reply: Propeller shaft alignment is different from any other kind of conventional alignment as
all shaft bearings (Plummer block, stern tube and bracket bearings) may not be installed in a
straight line. Shaft alignment condition of a propulsion shafting may be defined as an
arrangement of shaft bearings with offsets relative to a reference line, which under proper
operating conditions ensures an optimal load distribution on the bearings. The propulsion shaft
alignment is defined as a static condition observed at the bearings supporting the propulsion
shafting. To verify acceptability of alignment, it must be confirmed that the following minimum
set of parameters are acceptable: • Bearing reactions • Bearing vertical offset • Misalignment
angles • Crankshaft’s web deflections (indirect confirmation of the crankshaft strength) • Gear
misalignment (indirect confirmation of the gear load).

2. Boring of the stern tube must be carried out.

Reply: after launching??
3. In what stage is to be done the coupling between reduction gear and shaft line
Reply: in block stage
4. During the jack up tests it was obtained the following. What represents point 1.
Reply: breaking point from which the bearing starts taking the load
5. During jack up test it was obtained the following curve. What is the value of the reaction in the
jack position?
Reply: R= (Fd + F u)/ 2
6. For the dimensioning of the bearings at the project stage, it is admitted a mean pressure called
projected on the surface of the stern tube bearings(obtained by multiplying its length by the
diameter of the shaft) as being:

Reply: The length of the bearing may be less than that given in (a) above, provided the nominal bearing
pressure is not more than 0,8 N/mm2, as determined by static bearing reaction calculations taking into
account shaft and propeller weight, as exerting solely on the aft bearing, divided by the projected area
of the shaft. However, the minimum bearing length is to be not less than 1,5 times its actual inner
diameter. 8 kg/cm2

7. In loaded condition for a ship with main engine aft what is the deformation of double bottom
structure of the engine room?
Reply: No deformation
8. The radial deflection between shaft line flange and reduction gear flange was: up 0 mm,
starboard 0,25 mm, down 0,4 mm portside 0,27 mm. What is the value of sag:
W2 – w1 = 0 – 0,4 = -0,4
W2-w1 = 0,25 – 0,27 = -0,2
Reply: The most common and widespread method to establish the elastic line and the designed
position of the shaft line itself is to obtain, tune in and verify the measured differences on the
flanges prior to the joining of the shaft line parts during the assembly phase. After the shaft line
is once assembled it is important to obtain, tune in and verify the bearing reactions onboard.
Both these measurements (at the flanges and of the reactions) are always to be performed for
 the ship afloat. The designer shall calculate the values of slope and deflection on each shaft line
flange for the
designed support offsets. This is to be done for each disassembled shaft and their combination
during assembly phase (e.g. propeller shaft and aft intermediate shaft flanges joined together,
prior to joining the fore intermediate shaft and the engine flanges). This will enable the
calculation of the so-called SAG and GAP values
9. Sag\Gap
Reply:Gap 1/ Gap 2
10. What measurements have to be done regarding the shaft line before launching?
Reply: Shaft line deformation and bearings reaction.
11. Prior to final pull-up of the propeller, the contact area between the mating surfaces is to be
checked and is not to be less than:
Reply: 70%
12. Please specify the IP requested for the electric equipment under FWBLAS( fixed water-
based local application)?
Reply: Not less than IP44
13. What are the space factor(sum of the cross sectional area of the electric cables/cross sectional
area of penetration) in the case of the electric cable penetration through a fire bulkhead/deck?
Reply: 0,4 m
14. If during the sea trial for the steering gear test the vessel is not in the deepest draught. How you
will proceed?
Reply: If the ship cannot be tested in the deepest draught during sea trials, alternative trial
conditions will be given under special consideration by BV. In such case the ship speed
corresponding to the maximum continuous number of revolutions of the propulsion machinery
may apply ( this alternative procedure may be approved by flag)
15. On the main deck you find an electric driven ballast pump with IP 55. It is acceptable?
Reply: minimum IP 56. It is not acceptable.
16. You have an emergency generator to be used also a harbor generator. What are the differences
regarding the shut down condition between harbor mode and emergency mode for a ship with
AUT-UMS notation?
Reply: emergency gen: oil mist high and LO pressure low
Harbour generator: low pressure, fuel oil tank sufficient for 24 hrs without interruption???
17. During the sea trial what are the condition to perform the fire detection system test?
Reply: their performance and adaptation and efficiency.

18. All pumps used in the bilge system are to be self priming?

Reply: Yes. Bilge pumps are to be of the self-priming type. Centrifugal pumps are to be fitted with
efficient priming means,unless an approved priming system is provided to ensure the priming of
pumps under normal operating conditions.
 19. What are the tests to be performed during the quay test for a generating set intended to
operate in parallel?

Reply:

- parallel operation

- sharing of the active load

- sharing of the reactive load

- synchronizing devices

- correct operation of reverse power protection for a.c. installations or reverse power protection
for d.c. installations

- minimum voltage protection

20. How many consecutive starts are required for the diesel generating set?

Reply: at least three.

21.What are the requirements for the cable passing through non watertight decks?

When cables passing through non-water tight

Reply:
bulkhead, cable coaming or
sleeve pipe should be fixed, if the clearance in the
penetration area is over
10 mm, the stuffing should be applied.

22. What are the distance for the metallic clips in case of cables not laid top on horizontal cable
support?

Reply: When cables are fixed by means of clips or straps made from a material other than metal and
these cables are not laid on top of horizontal cable supports (e.g. in the case of vertical installation),
suitable metal clips or saddles spaced not more than 1 metre apart are to be used in addition in order to
prevent the release of cables during a fire.
23. For a cargo ship what is to be the type of fire insulation between a control station and corridors?
Reply: A-0

24. For a cargo ship with AUT-UMS notation equipped with a slow speed main engine what are the slow
down conditions?
Reply: Lubricating oil to main bearing and thrust bearing Pressure L
Lubricating oil to crosshead bearing pressure when Separate L
Thrust bearing pad temperature or bearing oil outlet Temperature L
Oil mist concentration in crankcase H
Flow rate cylinder lubricator (each apparatus) L
Piston coolant inlet pressure L
Piston coolant outlet temperature on each cylinder L
Piston coolant outlet flow on each cylinder L
Cylinder fresh cooling water system inlet pressure L
Cylinder fresh cooling water outlet temperature H
Scavenging air box temperature H
Exhaust gas temperature after each cylinder H

25. What is the time requested to pass from dead ship condition to the restoring the propulsion
capabilities?
Reply: 30 minutes
26. During the sea trial test what is the maximum time to put the rudder blade from 35 deg Ps to 30 deg
Sb with the vessel at full speed ad in the deepest draft?
Reply: 28 seconds
27. You have the following water fire fighting diagram. What is wrong?
Reply: fire pump 1,2
28. What are the requirements regarding the voltage variation and frequency variation during the
governor test of generators?
Reply: Voltage: +6% - 10%( continuous) +-20%(transient) 1,5 sec
Frequency: +-5%(continuous) +-10%(transient) 5 sec
29. For fuel oil system what are the requirements regarding the pipes penetrating the day tank below
tank level of the overflow pipe?
Reply: For fuel oil tanks which are situated higher than the double bottom tanks, the filling pipes which
are connected to the tank at a point lower than the outlet of the overflow pipe, or below the top of
tanks without an overflow pipe, are to be fitted with shut-off non-return valves.
30. For a cargo vessel you have a steering gear system with two identical power units. An auxiliary
steering gear is necessary. If no, in which conditions?
Reply: Unless expressely provided every ship should be equipped with two steering units, one main and
one auxiliary. in a cargo ship, the main steering gear is capable of operating the rudder as required in
[2.2.1] while operating with all power units.
2.2.1.
The main steering gear and rudder stock shall be:
a) of adequate strength and capable of steering the ship at maximum ahead service speed which shall be
demonstrated
b) capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its
deepest seagoing draught and running ahead at maximum ahead service speed and, under the same
conditions, from 35° on either side to 30° on the other side in not more than 28 s
c) operated by power where necessary to meet the requirements of b) and in any case when the Society
requires a rudder stock of over 120 mm diameter in way of the tiller, excluding strengthening for
navigation in ice,
and
d) so designed that they will not be damaged at maximum astern speed; however, this design
requirement need not be proved by trials at maximum astern speed and maximum rudder angle.
The main steering gear is so arranged that after a single failure in its piping system or in one of the
power units, the defect can be isolated so that steering capability can be maintained or speedily
regained.